Heat management system for vehicle

ABSTRACT

A battery temperature control device for a vehicle, which heats the interior of the vehicle and a battery, and an air conditioner for a vehicle having same, the battery temperature control device including: a refrigerant circulation line (R) having a compressor ( 110 ), an indoor heat exchanger ( 130 ), expansion means ( 140, 150 ) and an outdoor heat exchanger ( 120 ); a coolant circulation line (W) which circulates a heater core ( 240 ) mounted to heat the interior of the vehicle; and a coolant heat exchanger ( 220 ) mounted to exchange heat between refrigerant circulating the refrigerant circulation line (R) and coolant circulating the coolant circulation line (W). Battery ( 210 ) is arranged on the coolant circulation line (W). The coolant circulation line which can heat the interior of the vehicle and the battery at the same allowing the battery temperature control device and the air conditioner heat the vehicle&#39;s interior and the battery effectively.

This application claims priority from Korean Patent Application Nos.10-2016-0004106 filed on Jan. 13, 2016 and 10-2016-0071173 filed on Jun.8, 2016, which are hereby incorporated by reference in their entireties.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a battery temperature control devicefor a vehicle and an air conditioner for a vehicle having the same, andmore particularly, to a battery temperature control device for avehicle, which heats the interior of the vehicle and a battery, and anair conditioner for a vehicle having the same.

Background Art

Recently, besides vehicles each of which uses a combustion engine,environmentally friendly vehicles which consider fuel efficiency,namely, hybrid vehicles or electric cars, are being actively developedaround the world.

The hybrid vehicles are driven by power sources of two kinds, that is,the existing engine and a motor driven by electric power, and theelectric cars are driven only by the motor driven by electric power.Such hybrid vehicles and electric cars are upcoming alternative vehicleswhich are in the limelight in the United States and Japan due toreduction of environmental pollution by exhaust gas and improvement offuel efficiency.

Such a hybrid vehicle or electric car requires a high-capacity battery,and the high-capacity battery serves to supply electric power to themotor if needed and recharge electric energy generated from aregenerative power source when the vehicle decelerates or stops.

Such a high-capacity battery is not influenced by temperature. That is,within a specific range, efficiency of the battery increases because thehigher temperature of the battery, the more a charge amount and adischarge amount. On the other hand, if the outdoor temperature is lowin winter season, because temperature of the battery goes down, chargingand discharging efficiencies become low, battery capacity and output arereduced, and the vehicle does not start in a severe case.

In order to solve the above problems, a battery heating device keeps thebattery over predetermined temperature.

FIG. 1 is a schematic diagram of a conventional heat pump system for avehicle. As shown in FIG. 1, the conventional heat pump system for avehicle includes a compressor 30, a high-pressure heat exchanger 32, afirst expansion valve 34, a first bypass valve 36, an outdoor heatexchanger 48, a low-pressure heat exchanger 60, an accumulator 62, anindoor heat exchanger 50, a second expansion valve 56 and a secondbypass valve 58.

The compressor 30 functions to compress and discharge refrigerant, andthe high-pressure heat exchanger 32 radiates heat of refrigerantdischarged from the compressor 30. The first expansion valve 34 and thefirst bypass valve 36 are mounted in parallel to selectively allow aflow of refrigerant passing through the high-pressure heat exchanger 32,and the outdoor heat exchanger 48 heat-exchanges the refrigerant passingthrough the first expansion valve 34 or the first bypass valve 36outdoors. Moreover, the low-pressure heat exchanger 60 evaporates therefrigerant passing through the outdoor heat exchanger 48, and theaccumulator 62 divides the refrigerant passing through the low-pressureheat exchanger 60 into vapor-phase refrigerant and liquid-phaserefrigerant.

Furthermore, the indoor heat exchanger 50 exchanges heat betweenrefrigerant supplied to the low-pressure heat exchanger 60 andrefrigerant returning to the compressor 30, the second expansion valve56 selectively expands refrigerant supplied to the low-pressure heatexchanger 60, and the second bypass valve 58 is mounted in parallel withthe second expansion valve 56 to selectively connect an outlet of theoutdoor heat exchanger 48 and an inlet of the accumulator 62 with eachother. The high-pressure heat exchanger 32 and the low-pressure heatexchanger 60 are embedded in an air-conditioning case 10, and theair-conditioning case 10 includes a temp door 12 for adjusting a mixingamount of cold air and warm air and a blower 20 mounted at an inlet ofthe air-conditioning case 10.

The conventional air conditioner has a disadvantage in that it can beoperated only when a cooler is used because the air conditioner requiresrefrigerant of the cooler as a heat source for heating the battery.Particularly, the conventional air conditioner is inefficient because itneeds heating of the battery in winter when people do not want coolingof the vehicle.

CITED REFERENCES Patent Documents

Patent Reference 1: Korean Patent Publication No. 10-2015-0026176published on Mar. 11, 2015

SUMMARY OF THE INVENTION

Accordingly, the present invention has been made in view of theabove-mentioned problems occurring in the prior art, and it is an objectof the present invention to provide a battery temperature control devicefor a vehicle, in which a heater core for heating a battery and theinterior of the vehicle is mounted on a coolant circulation line formedseparately from a refrigerant circulation line in order to heat theinterior of the vehicle and the battery at the same time, and an airconditioner for a vehicle having the same.

To accomplish the above object, according to the present invention,there is provided a battery temperature control device for a vehicleincluding: a refrigerant circulation line having a compressor, an indoorheat exchanger, expansion means and an outdoor heat exchanger; a coolantcirculation line which circulates a heater core mounted to heat theinterior of the vehicle; a coolant heat exchanger mounted to exchangeheat between refrigerant circulating the refrigerant circulation lineand coolant circulating the coolant circulation line; and a battery isarranged on the coolant circulation line.

In another aspect of the present invention, there is provided an airconditioner for a vehicle including: a refrigerant circulation lineincluding a compressor for compressing and discharging refrigerant, anindoor heat exchanger which is mounted inside an air-conditioning caseto exchange heat between the refrigerant and air flowing inside theair-conditioning case, an outdoor heat exchanger which is mountedoutside the air-conditioning case to exchange heat between therefrigerant and outdoor air, first expansion means which is mounted atan inlet of the indoor heat exchanger to expand the refrigerant suppliedto the indoor heat exchanger, and second expansion means which ismounted at an inlet of the outdoor heat exchanger to expand therefrigerant supplied to the outdoor heat exchanger; a coolantcirculation line for circulating a heater core mounted to heat theinterior of the vehicle; a coolant heat exchanger mounted to exchangeheat between the refrigerant circulating the refrigerant circulationline and the coolant circulating the coolant circulation line; and abattery is arranged on the coolant circulation line.

In the above, the battery may be connected to the coolant circulationline in parallel.

As described above, the present invention can efficiently heat theinterior of the vehicle and the battery due to the coolant circulationline which can heat the interior of the vehicle and the battery at thesame time.

Additionally, because the coolant circulation line is formed separatelyfrom the refrigerant circulation line, the refrigerant circulation linecan carry out the cooling and heating modes in vehicles of variouskinds.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features and advantages of the presentinvention will be apparent from the following detailed description ofthe preferred embodiments of the invention in conjunction with theaccompanying drawings, in which:

FIG. 1 is a configurative diagram of a conventional battery temperaturecontrol device for a vehicle;

FIG. 2 is a configurative diagram showing a cooling mode of an airconditioner for a vehicle having a battery temperature control devicefor a vehicle according to a first preferred embodiment of the presentinvention;

FIG. 3 is a configurative diagram showing a first heating mode of theair conditioner for a vehicle having the battery temperature controldevice according to the first preferred embodiment of the presentinvention;

FIG. 4 is a configurative diagram showing a first heatingdehumidification mode of the air conditioner having the batterytemperature control device according to the first preferred embodimentof the present invention;

FIG. 5 is a configurative diagram showing a second heating mode of theair conditioner having the battery temperature control device accordingto the first preferred embodiment of the present invention;

FIG. 6 is a configurative diagram showing a second heatingdehumidification mode of the air conditioner having the batterytemperature control device according to the first preferred embodimentof the present invention;

FIG. 7 is a configurative diagram showing a cooling mode of an airconditioner for a vehicle having a battery temperature control devicefor a vehicle according to a second preferred embodiment of the presentinvention;

FIG. 8 is a configurative diagram showing a first heating mode of theair conditioner for a vehicle having the battery temperature controldevice according to the second preferred embodiment of the presentinvention;

FIG. 9 is a configurative diagram showing a first heatingdehumidification mode of the air conditioner having the batterytemperature control device according to the second preferred embodimentof the present invention;

FIG. 10 is a configurative diagram showing a second heating mode of theair conditioner having the battery temperature control device accordingto the second preferred embodiment of the present invention; and

FIG. 11 is a configurative diagram showing a second heatingdehumidification mode of the air conditioner having the batterytemperature control device according to the second preferred embodimentof the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Hereinafter, exemplary embodiments of the present invention will bedescribed with reference to the accompanying drawings.

An air conditioner 100 for a vehicle according to the technical idea ofthe present invention includes a battery temperature control device 200for a vehicle, and is applicable to vehicles of all kinds, such ashybrid vehicles, electric cars and vehicles using high-capacitybatteries.

The air conditioner 100 for a vehicle is an apparatus for cooling orheating the interior of the vehicle, and the battery temperature controldevice 200 for a vehicle heats a battery 210 using refrigerant whichcirculates along a refrigerant circulation line R of the air conditioner100 for a vehicle.

A compressor 110, an outdoor heat exchanger 120, an indoor heatexchanger 130 and expansion means 140 and 150 are mounted in therefrigerant circulation line R.

The compressor 110 compresses and discharges refrigerant, the indoorheat exchanger 130 is mounted inside an air-conditioning case 160 toexchange heat between the refrigerant and air flowing inside theair-conditioning case 160, and the outdoor heat exchanger 120 is mountedoutside the air-conditioning case 160 to exchange heat between therefrigerant and outdoor air. The expansion means 140 and 150 include: afirst expansion means 140, which is mounted at an inlet of the indoorheat exchanger 130 to expand refrigerant supplied to the indoor heatexchanger 130; and a second expansion means 140, which is mounted at aninlet of the outdoor heat exchanger 120 to expand refrigerant suppliedto the outdoor heat exchanger 120.

Moreover, an accumulator 170 which divides the refrigerant intovapor-phase refrigerant and liquid-phase refrigerant may be mounted onthe refrigerant circulation line R at the inlet of the compressor 110.

Furthermore, a coolant heat exchanger 220 which exchanges heat betweenthe refrigerant and coolant circulating a coolant circulation line W ismounted on the refrigerant circulation line R. The coolant heatexchanger 220 is mounted on the refrigerant circulation line R and thecoolant circulation line W to exchange heat between the refrigerant andthe coolant. The coolant heat exchanger 220 may have one of variousforms to exchange heat between the refrigerant and the coolant.

Additionally, a first bypass line R1 which bypasses the coolant heatexchanger 220 and the second expansion means 150 is formed. The firstbypass line R1 is connected with the refrigerant circulation line R inparallel, and makes the refrigerant bypass the coolant heat exchanger220 and the second expansion means 150 using a valve. Therefore, therefrigerant circulates the compressor 110, the outdoor heat exchanger120, the first expansion means 140 and the indoor heat exchanger 130 inorder.

In addition, a second bypass line R2 is formed to bypass the firstexpansion means 140 and the indoor heat exchanger 130. The second bypassline R2 is connected in parallel with the refrigerant circulation line Rand allows the refrigerant to bypass the first expansion means 140 andthe indoor heat exchanger 130 by a valve. Therefore, the refrigerantcirculates the compressor 110, the coolant heat exchanger 220, thesecond expansion means 150 and the outdoor heat exchanger 120 in order.

Moreover, a chiller 190 which heat-exchanges waste heat supplied fromelectronic units 180 of the vehicle is mounted on the second bypass lineR2. The chiller 190 is configured to exchange heat between the coolant,which circulates the electronic units 180 of the vehicle, and therefrigerant.

Furthermore, a dehumidification line D may be further formed to supplysome of the refrigerant to the indoor heat exchanger 130 from the secondbypass line R2. Accordingly, some of the refrigerant may be suppliedtoward the indoor heat exchanger 130 through the dehumidification line Dusing a valve mounted on the second bypass line R2.

Additionally, a third bypass line R3 may be further formed so that therefrigerant passing through the second expansion means 150 bypasses theoutdoor heat exchanger 120. The third bypass line R3 is connected withthe refrigerant circulation line R in parallel, and a valve is connectedto the third bypass line R3 to allow the refrigerant to bypass theoutdoor heat exchanger 120.

A heater core 240, a coolant heater 230 and a coolant pump 250 aredisposed on the coolant circulation line W on which the coolant heatexchanger 220 is mounted.

The coolant heat exchanger 220, the coolant heater 230, the heater core240, the coolant pump 250 and the battery 210 may be arranged on thecoolant circulation line W in order. Therefore, the coolant circulatesalong the coolant circulation line W while passing through the coolantheat exchanger 220, the coolant heater 230, the heater core 240, thecoolant pump 250 and the battery 210.

In this instance, the coolant heat exchanger 220 is mounted to exchangeheat between the refrigerant discharged from the compressor 110 and thecoolant passing through the battery 210. The battery 210 is connected tothe coolant circulation line W, and preferably, is arranged between thecoolant heat exchanger 220 and the coolant pump 250.

The coolant heater 230 is mounted to heat the coolant using electricity.The heater core 250 is mounted inside the air-conditioning case 160 toheat the interior of the vehicle. That is, the coolant heater 230 ismounted inside the air-conditioning case 160 together with the indoorheat exchanger 130. The coolant pump 250 is mounted to circulate thecoolant along the coolant circulation line W.

In this instance, the coolant is heat-exchanged with refrigerant of hightemperature in the coolant heat exchanger 220 and is additionally heatedby the coolant heater 230, and the heater core 240 supplies heat to theinterior of the vehicle through such heated coolant.

FIGS. 2 to 6 show various cooling and heating modes of the airconditioner 100 for a vehicle, but they are exemplary and other variousforms of the cooling and heating modes of the air conditioner 100 arepossible. In the drawings, parts indicated by solid lines are lineswhere refrigerant and coolant are circulated, and parts indicated bydotted lines are lines where refrigerant and coolant are not circulated.

FIG. 2 is a configurative diagram showing a cooling mode of the airconditioner 100 for a vehicle having the battery temperature controldevice 200 for a vehicle according to a preferred embodiment of thepresent invention.

The refrigerant passes through the compressor 110, the outdoor heatexchanger 120, the first expansion means 140, the indoor heat exchanger130 and the accumulator 170, and then, is circulated to the compressor110. In this instance, because the outdoor heat exchanger 120 plays arole as a condenser and the indoor heat exchanger 130 plays a role as anevaporator, the indoor heat exchanger 130 exchanges heat with the insideair of the air-conditioning case 160 to supply cold air to the interiorof the vehicle.

In this instance, the refrigerant flows along the first bypass line R1by a first valve 115 and a second valve 155 mounted on the refrigerantcirculation line R after passing through the compressor 110, and then,bypasses the coolant heat exchanger 220 and the second expansion means150. The first valve 115 is formed in a three-way valve type and isopened to make the refrigerant passing through the compressor 110 flowto the refrigerant circulation line R or the first bypass line R1. Thesecond valve 155 is formed in a two-way valve type and is opened to makethe refrigerant pass through or bypass the second expansion means 150.

Finally, the interior of the vehicle is cooled and the battery is notheated because the coolant circulation line W does not operate.

FIG. 3 is a configurative diagram showing a first heating mode of theair conditioner for a vehicle having the battery temperature controldevice according to the preferred embodiment of the present invention.The first heating mode is an efficient heating mode when the maximumheating performance is needed.

The refrigerant passes through the compressor 110, the coolant heatexchanger 220, the second expansion means 150, the outdoor heatexchanger 120, the chiller 90 and the accumulator 170, and then, iscirculated to the compressor 110. In this instance, the coolant heatexchanger 220 plays a role as a condenser and the outdoor heat exchanger120 plays a role as an evaporator.

The refrigerant flows along the second bypass line R2 by a third valve165 mounted on the refrigerant circulation line R after passing throughthe outdoor heat exchanger 130, and then, bypasses the indoor heatexchanger 130 and the first expansion means 140. The third valve 165 isformed in a three-way valve type and is opened to make the refrigerantpassing through the outdoor heat exchanger 120 flow to the refrigerantcirculation line R or the second bypass line R2.

In this instance, the first valve 115 and the second valve 155 open arefrigerant path so that the refrigerant can flow to the refrigerantcirculation line R. Therefore, the refrigerant passing through thecompressor 110 flows to the coolant heat exchanger 220, and therefrigerant passing through the coolant heat exchanger 220 flows to passthrough the second expansion means 150.

Moreover, the coolant circulation line W also operates by the coolantpump 250 to heat the battery 210, and supplies heat to the interior ofthe vehicle by the heater core 240.

Furthermore, the coolant circulating the electronic units 180 of thevehicle also circulates, and waste heat of the electronic units 180 andthe refrigerant exchange heat in the chiller 190.

Finally, the interior of the vehicle is heated, and at the same time,the battery 210 is also heated.

FIG. 4 is a configurative diagram showing a first heatingdehumidification mode of the air conditioner 100 having the batterytemperature control device 200 according to the preferred embodiment ofthe present invention. The first heating dehumidification mode is aheating mode carried out when dehumidification is needed in the firstheating mode.

A fourth valve 135 is mounted to move some of the refrigerant, which iscirculated to carry out the first heating mode, along thedehumidification line D. The fourth valve 135 is formed in a one-wayvalve type in order to make the refrigerant flow to the indoor heatexchanger 130 or to prevent that the refrigerant flows to the indoorheat exchanger 130.

Therefore, some of the refrigerant flowing from the outdoor heatexchanger 120 to the compressor 110 can flow to the indoor heatexchanger 130. In this instance, because the indoor heat exchanger 130plays a role as an evaporator, the refrigerant passes through theevaporator to dehumidify.

Finally, the interior of the vehicle is heated and dehumidified, and atthe same time, the battery is heated.

FIG. 5 is a configurative diagram showing a second heating mode of theair conditioner 100 having the battery temperature control device 200according to the preferred embodiment of the present invention. Thesecond heating mode is a heating mode carried out when outdoortemperature is below a predetermined temperature or it is concernedabout defrosting of the outdoor heat exchanger 120. For instance, thepredetermined temperature may be below zero.

The refrigerant passes through the compressor 110, the coolant heatexchanger 220, the second expansion means 150, the chiller 190 and theaccumulator 170, and then, is circulated to the compressor 110.

The refrigerant flows along the third bypass line R3 by a fifth valve125 mounted on the refrigerant circulation line R after passing throughthe second expansion means 150, and then, bypasses the outdoor heatexchanger 120. The fifth valve 125 is formed in a three-way valve typeand is opened to make the refrigerant passing through the secondexpansion means 150 flow to the refrigerant circulation line R or thethird bypass line R3.

In this instance, defrosting of the outdoor heat exchanger 120 isprevented because the refrigerant does not pass through the outdoor heatexchanger 120.

Finally, the interior of the vehicle is heated, and at the same time,the battery 210 is also heated, and defrosting of the outdoor heatexchanger 120 is prevented.

FIG. 6 is a configurative diagram showing a second heatingdehumidification mode of the air conditioner 100 having the batterytemperature control device 200 according to the preferred embodiment ofthe present invention. The second heating dehumidification mode is aheating mode carried out when dehumidification is needed in the secondheating mode.

The third valve 165 is opened to make some of the refrigerant, which iscirculated to carry out the second heating mode, along thedehumidification line D so that some of the refrigerant flows to theindoor heat exchanger 130.

Finally, the interior of the vehicle is heated and dehumidified, and atthe same time, the battery is heated, and defrosting of the outdoor heatexchanger is prevented.

Moreover, the air conditioner 100 for a vehicle may further include acontrol unit (not shown) which controls the coolant to circulate alongthe coolant circulation line W when the interior of the vehicle is belowa predetermined temperature or the battery 210 is below a predeterminedtemperature.

The control unit (not shown) can circulate the refrigerant and thecoolant under various conditions.

Referring to FIGS. 7 to 11, an air conditioner 100 for a vehicleaccording to another preferred embodiment of the present inventionincludes a battery temperature control device 200 for a vehicle, and isapplicable to vehicles of all kinds, such as hybrid vehicles, electriccars and vehicles using high-capacity batteries.

The air conditioner 100 for a vehicle is an apparatus for cooling orheating the interior of the vehicle, and the battery temperature controldevice 200 for a vehicle heats a battery 210 using refrigerant whichcirculates along a refrigerant circulation line R of the air conditioner100 for a vehicle. A compressor 110, an outdoor heat exchanger 120, anindoor heat exchanger 130 and expansion means 140 and 150 are mounted inthe refrigerant circulation line R.

Furthermore, a coolant heat exchanger 220 which exchanges heat betweenthe refrigerant and coolant circulating a coolant circulation line W ismounted on the refrigerant circulation line R. The coolant heatexchanger 220 is mounted on the refrigerant circulation line R and thecoolant circulation line W to exchange heat between the refrigerant andthe coolant. The coolant heat exchanger 220 may have one of variousforms to exchange heat between the refrigerant and the coolant.

Additionally, a first bypass line R1 is formed to bypass the secondexpansion means 150. The first bypass line R1 is connected with therefrigerant circulation line R in parallel, and makes the refrigerantbypass the coolant heat exchanger 220 and the second expansion means 150using a valve. Therefore, the refrigerant circulates the compressor 110,the outdoor heat exchanger 120, the first expansion means 140 and theindoor heat exchanger 130 in order.

In addition, a second bypass line R2 is formed to bypass the firstexpansion means 140 and the indoor heat exchanger 130. The second bypassline R2 is connected in parallel with the refrigerant circulation line Rand allows the refrigerant to bypass the first expansion means 140 andthe indoor heat exchanger 130 by a valve. Therefore, the refrigerantcirculates the compressor 110, the coolant heat exchanger 220, thesecond expansion means 150 and the outdoor heat exchanger 120 in order.

Moreover, a chiller 190 which heat-exchanges waste heat supplied fromelectronic units 180 of the vehicle is mounted on the second bypass lineR2. The chiller 190 is configured to exchange heat between the coolant,which circulates the electronic units 180 of the vehicle, and therefrigerant. Furthermore, a dehumidification line D may be furtherformed to supply some of the refrigerant circulating the refrigerantcirculation line R to the indoor heat exchanger 130. Accordingly, someof the refrigerant may be supplied to the indoor heat exchanger 130through the dehumidification line D using a valve.

Additionally, a third bypass line R3 may be further formed so that therefrigerant passing through the second expansion means 150 bypasses theoutdoor heat exchanger 120. The third bypass line R3 is connected withthe refrigerant circulation line R in parallel, and a valve is connectedto the third bypass line R3 to allow the refrigerant to bypass theoutdoor heat exchanger 120. A heater core 240, a coolant heater 230 anda coolant pump 250 are disposed on the coolant circulation line W onwhich the coolant heat exchanger 220 is mounted.

The coolant heat exchanger 220, the coolant heater 230, the heater core240 and the coolant pump 250 may be arranged on the coolant circulationline W in order. Therefore, the coolant circulates along the coolantcirculation line W while passing through the coolant heat exchanger 220,the coolant heater 230, the heater core 240 and the coolant pump 250. Inthis instance, the coolant heat exchanger 220 is mounted to exchangeheat between the refrigerant discharged from the compressor 110 and thecoolant passing through the battery 210.

The coolant heater 230 is mounted to heat the coolant using electricity.The heater core 250 is mounted inside the air-conditioning case 160 toheat the interior of the vehicle. That is, the coolant heater 230 ismounted inside the air-conditioning case 160 together with the indoorheat exchanger 130. The coolant pump 250 is mounted to circulate thecoolant along the coolant circulation line W. In this instance, thecoolant is heat-exchanged with refrigerant of high temperature in thecoolant heat exchanger 220 and is additionally heated by the coolantheater 230, and the heater core 240 supplies heat to the interior of thevehicle through such heated coolant.

The battery 210 is connected to the coolant circulation line W, andpreferably, is connected with the heater core 240 in parallel.Additionally, a coolant valve 310 is formed to make the coolantcirculating the coolant circulation line W flow to at least one of thebattery 210 and the heater core 240. That is, the coolant can flow tothe heater core 240 or the battery 210 by the coolant valve 310.

The reason is to selectively carry out heating of the battery 210 andheating of the interior of the vehicle if it is necessary to heat thebattery 210 and/or the interior of the vehicle. For instance, if theindoor temperature of the vehicle is so low as to need heating of thevehicle but the battery 210 is heated sufficiently, the coolant flowsonly to the heater core 240 and bypasses the battery 210 by the coolantvalve 310.

Moreover, if there is no need to heat the interior of the vehicle but itis necessary to heat the battery 210, the coolant flows only to thebattery 210. FIGS. 8 to 11 illustrate a heating mode to carry out bothof heating of the interior of the vehicle and heating of the battery210. If the battery 210 is below a predetermined temperature, a controlunit may be further included to control the coolant valve 310 to makethe coolant flow to the battery 210. The control unit controls thecoolant pump 250 to control the flow of the coolant. Furthermore, areservoir tank 320 is mounted on the coolant circulation line W toremove unnecessary air in the coolant circulation line W.

FIGS. 7 to 11 show various cooling and heating modes of the airconditioner 100 for a vehicle, but they are exemplary and other variousforms of the cooling and heating modes of the air conditioner 100 arepossible. In the drawings, parts indicated by solid lines are lineswhere refrigerant and coolant are circulated, and parts indicated bydotted lines are lines where refrigerant and coolant are not circulated.

FIG. 7 is a configurative diagram showing a cooling mode of the airconditioner 100 for a vehicle having the battery temperature controldevice 200 for a vehicle according to the preferred embodiment of thepresent invention. The refrigerant passes through the compressor 110,the coolant heat exchanger 220, the outdoor heat exchanger 120, thefirst expansion means 140, the indoor heat exchanger 130 and theaccumulator 170, and then, is circulated to the compressor 110. In thisinstance, because the coolant heat exchanger 220 and the outdoor heatexchanger 120 play a role as a condenser and the indoor heat exchanger130 plays a role as an evaporator, the indoor heat exchanger 130exchanges heat with the inside air of the air-conditioning case 160 tosupply cold air to the interior of the vehicle.

In this instance, the refrigerant flows along the first bypass line R1by a first valve 155 mounted on the refrigerant circulation line R afterpassing through the compressor 110, and then, bypasses the coolant heatexchanger 220. The first valve 155 is formed in a two-way valve type andis opened to make the refrigerant pass through or bypass the secondexpansion means 150. Finally, the interior of the vehicle is cooled andthe battery is not heated because the coolant circulation line W doesnot operate.

FIG. 8 is a configurative diagram showing a first heating mode of theair conditioner 100 for a vehicle having the battery temperature controldevice 200 according to the preferred embodiment of the presentinvention. The first heating mode is an efficient heating mode when themaximum heating performance is needed. The refrigerant passes throughthe compressor 110, the coolant heat exchanger 220, the second expansionmeans 150, the outdoor heat exchanger 120, the chiller 90 and theaccumulator 170, and then, is circulated to the compressor 110. In thisinstance, the coolant heat exchanger 220 plays a role as a condenser andthe outdoor heat exchanger 120 plays a role as an evaporator.

The refrigerant flows along the second bypass line R2 by a second valve165 mounted on the refrigerant circulation line R after passing throughthe outdoor heat exchanger 130, and then, bypasses the indoor heatexchanger 130 and the first expansion means 140. The second valve 165 isformed in a three-way valve type and is opened to make the refrigerantpassing through the outdoor heat exchanger 120 flow to the refrigerantcirculation line R or the second bypass line R2. In this instance, thefirst valve 155 opens a refrigerant path so that the refrigerant canflow to the refrigerant circulation line R. Therefore, the refrigerantpassing through the compressor 110 flows to the coolant heat exchanger220, and the refrigerant passing through the coolant heat exchanger 220flows to pass through the second expansion means 150.

Moreover, the coolant circulation line W also operates by the coolantpump 250 to heat the battery 210, and supplies heat to the interior ofthe vehicle by the heater core 240. That is, the coolant valve 310 makesthe coolant flow to the battery 210 and the heater core 240. Asdescribed above, if necessary, the coolant valve 310 can make thecoolant flow to the battery 210 or the heater core 240. In addition, thecoolant circulating the electronic units 180 of the vehicle alsocirculates so that the waste heat of the electronic units and therefrigerant exchange heat with each other in the chiller 190.

Finally, the interior of the vehicle is heated, and at the same time,the battery 210 is also heated. In this instance, if the battery 210 isabove a predetermined temperature, the coolant valve 310 can prevent theflow of the coolant which flows to the battery 210. Therefore, if thebattery 210 is below a predetermined temperature, the coolant valve 310can make the coolant flow to the battery 210 again.

FIG. 9 is a configurative diagram showing a first heatingdehumidification mode of the air conditioner 100 having the batterytemperature control device 200 according to the preferred embodiment ofthe present invention. The first heating dehumidification mode is aheating mode carried out when dehumidification is needed in the firstheating mode. A third valve 340 is mounted to move some of therefrigerant, which is circulated to carry out the first heating mode,along the dehumidification line D. The third valve 340 is formed in aone-way valve type in order to make the refrigerant flow to the indoorheat exchanger 130 or to prevent that the refrigerant flows to theindoor heat exchanger 130.

Therefore, some of the refrigerant flowing from the outdoor heatexchanger 120 to the compressor 110 can flow to the indoor heatexchanger 130. That is, some of the refrigerant passing through thesecond expansion means 150 flows to the outdoor heat exchanger 120, andthe remaining refrigerant flows into the indoor heat exchanger 130.Finally, the interior of the vehicle is heated and dehumidified, and atthe same time, the battery is heated.

FIG. 10 is a configurative diagram showing a second heating mode of theair conditioner 100 having the battery temperature control device 200according to the preferred embodiment of the present invention. Thesecond heating mode is a heating mode carried out when outdoortemperature is below a predetermined temperature or it is concernedabout defrosting of the outdoor heat exchanger 120. For instance, thepredetermined temperature may be below zero. The refrigerant passesthrough the compressor 110, the coolant heat exchanger 220, the secondexpansion means 150, the chiller 190 and the accumulator 170, and then,is circulated to the compressor 110.

The refrigerant flows along the third bypass line R3 by a fourth valve125 mounted on the refrigerant circulation line R after passing throughthe second expansion means 150, and then, bypasses the outdoor heatexchanger 120. The fourth valve 125 is formed in a three-way valve typeand is opened to make the refrigerant passing through the secondexpansion means 150 flow to the refrigerant circulation line R or thethird bypass line R3. In this instance, defrosting of the outdoor heatexchanger 120 is prevented because the refrigerant does not pass throughthe outdoor heat exchanger 120. Finally, the interior of the vehicle isheated, and at the same time, the battery 210 is also heated, anddefrosting of the outdoor heat exchanger 120 is prevented.

FIG. 11 is a configurative diagram showing a second heatingdehumidification mode of the air conditioner 100 having the batterytemperature control device 200 according to the preferred embodiment ofthe present invention. The second heating dehumidification mode is aheating mode carried out when dehumidification is needed in the secondheating mode. Some of the refrigerant flows to the indoor heat exchanger130 so that some of the refrigerant, which circulates to carry out thesecond heating mode, flows along the dehumidification line D. Finally,the interior of the vehicle is heated and dehumidified, and at the sametime, the battery is heated, and defrosting of the outdoor heatexchanger is prevented.

While the present invention has been described with reference to theparticular illustrative embodiments, the present invention is not to berestricted by the embodiments. It is to be appreciated that thoseskilled in the art can change or modify the embodiments withoutdeparting from the technical scope and spirit of the present inventiondescribed in the following claims.

What is claimed is:
 1. A battery temperature control device for avehicle comprising: a refrigerant circulation line (R) having acompressor, an indoor heat exchanger, expansion means and an outdoorheat exchanger; a coolant circulation line (W) which circulates througha heater core mounted to heat the interior of the vehicle; a coolantheat exchanger mounted to exchange heat between refrigerant circulatingthe refrigerant circulation line (R) and coolant circulating the coolantcirculation line (W); and a battery is arranged on the coolantcirculation line (W).
 2. The battery temperature control deviceaccording to claim 1, further comprising: a coolant heater mounted onthe coolant circulation line (W) to heat the coolant using electricity;and a coolant pump mounted on the coolant circulation line (W) tocirculate the coolant.
 3. The battery temperature control deviceaccording to claim 2, wherein the coolant heat exchanger, the coolantheater, the heater core and the coolant pump are mounted on the coolantcirculation line (W) in order.
 4. The battery temperature control deviceaccording to claim 2, wherein the battery is arranged between thecoolant heat exchanger and the coolant pump.
 5. The battery temperaturecontrol device according to claim 2, further comprising: a control unitwhich controls the coolant pump to operate if the battery is below apredetermined temperature.
 6. The battery temperature control deviceaccording to claim 1, wherein the coolant heat exchanger is mounted toexchange heat between the refrigerant discharged from the compressor andthe coolant circulating the coolant circulation line (W).
 7. The batterytemperature control device according to claim 1, wherein the coolantheat exchanger is mounted to exchange heat between the refrigerantdischarged from the compressor and the coolant passing through thebattery.
 8. The battery temperature control device according to claim 1,wherein heater core is mounted in an air-conditioning case together withthe indoor heat exchanger.
 9. The battery temperature control deviceaccording to claim 1, wherein the battery is connected to the coolantcirculation line (W) in parallel.
 10. The battery temperature controldevice according to claim 9, wherein the battery is connected to thecoolant circulation line (W) in parallel with the heater core.
 11. Thebattery temperature control device according to claim 10, furthercomprising: a coolant valve which makes the coolant circulating thecoolant circulation line (W) flow to at least one of the battery or theheater core.
 12. The battery temperature control device according toclaim 11, further comprising: a control unit which controls the coolantvalve so that the coolant flows to the battery if the battery is below apredetermined temperature.